This is the car I would buy tomorrow with my own money.
Well, not the exact one pictured above – I’d get the manual transmission instead of the DSG dual-clutch, ditch the 19-inch alloys in favour of some more livable rims (why must everything come with massive wheels these days), and get it in the blue instead of this one-of-50-shades grey.
Even so, this is the machine I’d shell out for if I needed a new car tomorrow, a Golf that costs more than $40,000. In the eyes of many, that makes me a crazy person for several reasons.
First, it’s not like VW has the greatest reputation for trustworthiness these days. Second, forty grand for a Golf, are you nuts? Third, why not go for the ripping Focus RS with more horsepower and better lateral grip, or just get a regular GTI and save a bundle of cash.
Good questions all, but just talk to any VW dealer and they’ll tell you which model they’re having the hardest time keeping in stock. The Golf R isn’t just the ultimate version of the Golf, it’s one of the best buys on the market at present. Here’s why.
Design
No hood scoop, no spoiler, no bright decal package, and no giant grille. Every stylistic cliché from the sport compact segment is missing from the R’s relatively demure exterior. The only clue is a few discreet R badges here and there, and a set of quad exhaust pipes out back that it probably doesn’t need.
If you’re looking for visual exuberance, the Golf R is probably not your cup of Monster Energy drink. It’s actually bordering on dull, especially when you pick grey, silver, or white.
And that’s the point. The genius of the original GTI was that it looked essentially the same as the standard commuter-car Golf, and thus didn’t attract any unwanted attention from thieves, the constabulary, or suspicious mothers-in-law.
The Golf R takes that original wolf in sheep’s clothing concept and stays true to it. The single annoyance is that the Canadian-spec cars come with 19-inch alloys, while you can get 18s as the base alloy in the United States. If 18-inch wheels were good enough to be standard on the V8-powered previous generation M3, they’d be fine for a hot hatchback.
Environment
What’s the German word for de rigueur? Whatever it is, it probably sounds a lot like “carbon fibre.” Like all sporty machines from Deutschland, there’s a lot of carbon-composite trim in the R.
Beyond that, it’s a Golf. That means you get a useful trunk with a two-position floor (no spare tire, more’s the pity), folding rear seats with a pass-through, and plenty of space for up to four or five if everyone’s related.
The heavy bolstering of the front seats is your only real hint that anything might be different about this particular Golf. However, this is a far more comfortable car than the side-squeezing Focus RS. It pushes the boundaries of sport, while still remaining a Golf.
Everything else about the cabin is relatively muted, with a flat-bottomed steering wheel and glossy plastic trim bringing the tone up a bit. The touchscreen interface is more rapid than ever, and the sole ergonomic complaint about the cabin is that the manual handbrake is gone, replaced by an electronic one.
Performance
The Golf R’s turbocharged heart is essentially the same as the standard GTI, just with more turbo. It displaces 2.0-litres, and makes 292 horsepower at 5,400 r.p.m. and 280 foot-pounds of torque at 1,800 r.p.m.
Those are pretty stout figures, particularly the right-now shove of the low-end torque. Add in the Golf R’s 4motion all-wheel drive, and you’ve got one of the quickest Golfs ever made.
There are two transmissions on offer, a six-speed manual and a six-speed dual clutch automatic. You can shift the latter with steering wheel-mounted paddle shifters, but I’d recommend the manual simply because it wakes the car up a little.
When equipped with the DSG gearbox, the Golf R is truly a do-anything kind of machine. In traffic, the shifts are quick and smooth, and the driver can appreciate how quiet the R is. While the suspension is stiff, it’s not jarring, and on most of Vancouver’s relatively decent pavement, it’s unflappable.
The Golf R, however, also has another personality. The old GTI essentially ate sports cars of the time by offering nimble handling and a chuckable nature. The Golf R is basically a two-thirds-scale Audi S4, except with better turn in. It fires out of the corners with glee.
There are four selectable driving modes, all accessed via a button to the left of the shifter and the touchscreen infotainment. The Golf R will “remember” whatever mode you leave it in, meaning you don’t have to reset it every time.
Normal mode will suit most drivers, while “Race” dials up the vigour, and pipes in some artificial engine noise. The fourth mode allows for individual customization, and is the best, allowing you to turn off the fake engine noise but keep the speed.
Are there faster hot hatchbacks? Well, the Focus RS will pip the R over a hot lap, though the DSG-equipped R will outrun the Ford in a straight line. What the R brings to the table versus some of its more raucous competition is a sense of balance. It’s comfortable enough to live with every day, but fast enough to reel in dedicated sports cars.
It’s the kind of thing you used to get out of every BMW 3 Series. BMW seems more focused on crossovers these days, but VW’s über-Golf sticks to its roots.
Features
While the Golf R’s price tag is not inconsiderable, it’s worth noting that adding options like navigation and premium audio onto a standard four-door GTI shrinks the R premium to a few thousand. Considering you’re getting all-wheel drive, a horsepower bump, and exclusivity, it’s well worth paying for.
Options are few, but the technology package bundles together useful adaptive cruise control and automatic high-beams, and adds in a handy parking assist. If you’re a road-tripper, the adaptive cruise is certainly worth it.
Fuel economy is pretty decent, given how boosted the engine is. Official figures are 10.7 (litres/100 kilometres) in the city and 7.8 on the highway.
Green light
Everyday practicality; plenty of speed; flies under the radar.
Stop sign
Maybe a little too polished; premium price, mid-range badge; no spare tire.
The checkered flag
The ultimate volkswagen.
Competition
Ford Focus RS ($48,218): Next to the Golf R, the Focus RS might as well be firing a couple of six shooters into the air. Yee haw! Let’s go rip it up!
Slightly less practical and comfortable than the Golf, the RS is the wild child of the hot hatchback segment.
It’s quite expensive, though that price includes a second set of rims and winter tires. Manual only, plenty of boost, and drift mode. Not subtle, but plenty of fun.
